Mine haulage vehicle



Aug. 3; 1943. E. M. REN-EN my 2,325,73i

MINE HAUILAGE VEHICLE Filed Dec. s1. 1941 6 Sheets-Sheetl -1 ug. 3, 1943. E, M. ARENTzEN ETAL MINE HAULAGE VEHICLE 6 sheets-sheet s 1 Flred Dec. '51, 1941 ruim HAULAGE VEHICLE \n\ W \n\ ovl M0 h .L1 u `n fmw Qu ad, www. wu N MWI.. m u u u n n m n u n y N. u r mm. F um. l w )Hu/l I/ Qu ll ll lll 1/ ,Hf/ ...uk/imm, NUTR/fc pmu mw. /f//f .INEMUNFNI In! Patented Aug. 3, 1943 Oakmont, Company, syivania Pa., signora to Joy Manufacturing Franklin, Pa., a corporation of Penn- .application December s1, 1941, 'serial No. 425,114

z Claims. (ci. zii-43) 'Ihis invention relates to mine haulage vehicles;

and is particularly devoted to structural arrangements of a self-unloading mine car organized so to limit the overall height of the car that the car may be used for coal haulage in low-seam mines.

In such mines-the'coal seams that are worked may be as low as 36", and removal of the coal taken from such seams presents a serious problem, by reason of the low ceiling. In such mines, it is customary to construct conveyor belt systems that extend along entries cut to heights greater than the height oi' the seam being worked. Such conveyorl belts pass the entrances of the rooms so that coal brought from the rooms may be loaded upon the belts and by them transported to places of loading mine cars.

'I'he object of the present invention is to provide a haulage vehicle in the nature of a shuttle car that is sumciently low to enter the rooms of low-seam mines for the purpose of transporting coal from such rooms, and, additionally, the provision of means whereby unloading may beaccomplished at a level suillciently high to permit the car to unload itself directly to a belt conveyor or other form of conveyor or conveyance.

Another object is to provide a novel system of controls for such a vehicle that permits its convenient operation and that provides for positive control of the operating mechanism, the braking and the steering of the vehicle by the operator, and which controls are so arranged as to be readily operable under all conditions in which the vehicle may be used. Still another object is l the provision of a novel arrangement of a bottom-forming conveyor and supporting means for such conveyor whereby the conveyor is hinged to permit a portion of it to be angularly movable to permit adjustment of the height of the discharge of a conveyor or other suitable carrier.

In the accompanying drawings:

Figs. I and II are perspective views showing opposite sides of the vehicle; Fig. I showing the side of the vehicle on which are mounted a cable reel, cable-reel motor and pressure rcylinder as welll as elements which'are duplicated on the other side of the vehicle, and Fig. II showing in addition. to duplicated elements supporting structure ior the operator and control elements for the variously functioning elements oi the vehicle assembly mounted therein.

Fig. III is a side elevation of the vehicle showing the side of the vehicle that is shown in Fig. l1, showing a wheel driving motor and connections, and a conveyor actuating motor,.and also illustrating an elevated position oi a portion o! a bottom-forming conveyor for discharging a load can'ied by the vehicle into an extraneous belttype conveyor.

Fig. IV is an outline. rear-elevational view of the vehicle. Y

Fig. V. is a plan view ofthe vehicle. f. Figs. VI-and VII are diagrammatic views, showing in plan and lin elevation respectively a hydraulic control system and connections for controlling and actuating the brakes,. steering elements, and the adJustable conveyorportion oi' the vehicle.

Fig. V'HI is a plan view of the irame oi the vehicle showing the sources oi' driving power for the vehicle and the associated power-transmitting connections, and showing and illustrating the structureand action of the steering connections both along the sides of the vehicle and across the vehicle frame.

Fig. IX is a side elevation of .the vehicle structure shown in Fig. VIII. l

Fig. X is a horizontal-sectional detail view of the power-delivery structure immediately assoelated-with the wheels of the vehicle. V

Describing our invention with detail reference to the exemplary embodiment oi the drawings, the` body of the vehicle is designated generally by reference numeral I,' and is supported upon longitudinal frame elements 2 that are extended substantially the full length of the vehicle. Cross members 3 are extended transversely oi.' the ve, hicle at longitudinally spaced points and support the longitudinal elements 2 with which they engage. Upstanding hanger brackets 4 are mounted at the ends of `the-cross members l and provide mountings for forward wheels 5 and rear wheels 8. l

The body proper of the vehicle comprises cargospace-enclosing walls 1 that are spaced laterally to substantially coincide with the outside surfaces of the rear wheels 6v, and that extend longitudinally of the vehicle from a point immediately to the rear of the front wheels 5 to a point rearward o! the rear wheels 6. 'I'he walls 1 taper inwardly and downwardly to provide a hoppershaped cargo space, the major portion of which lies in the space between the forward and rear wheels and that is extended to the rear ofthe rear wheels. Preferably, the walls 1 taper inwardly toward the rear end of the vehicle from a point behind the rear wheels 6 to provide a narrow end structure (as at 8, for clearance purposes in turning the vehicle. 'I'he walls 1 are "by a delivery conveyor structure.

. ture.

e structures I3 project forward from the end walls III of the vehicle body,.in substantial alignment inclined to provide clearance for swinging movewith the forward straight portions of the walls I2 and between the outwardly-placed portions I4 of the latter walls.

The vehicle bottom, including the bottom of the cargo space and the delivery throat II, is formed This conveyor structure consists primarily of cross-bars |5 extended intoL guide structuresy I 'fi extendedas frame elements along both sides of the vehicle struc- The cross-bars, or travellers I5- interconnect endless conveyor chains |`I. 'Ihe upper reach of the moving assembly of the conveyor is underlaid by a bottom plate I8 on which the crossbars or travellers I5 ride and which provides a supporting bottom for cargo in the vehicle body.

It will be seen that the longitudinal frame elements 2, the rear cross members 3, and the guide elements IB and I8 form a conveyor-supporting frame. By reason of the mounting of the longitudinal elements 2 upon and in rigid relation to both of the cross elements 3, the mounting of the side walls 1 upon the longitudinal elements 2, and the mounting of the guides I6 and bottom plate I8 with the side walls 1, it will be apparent that; the conveyor-supporting frame comprising these elements is rigid relative to the vehicle 'structure as a whole and lies in fixed, substantially horizontal position relative to the vehicle structure, similarly to support the movable elements of the conveyor.

Immediately tothe rear of thefront wheels 5, and arranged upon a vertical plane that is subsubstantially coincident with the plane of termination of the front walls I0 is a horizontal pivot structure I9. This pivot structure advantageously comprises a transverse horizontal shaft 20 mounted to the longitudinal elements 2. Upon this pivot structure are mounted, for vertical swinging, longitudinal frame elements 2|.4 The elements 2|, together with a forward cross member 22, constitute a conveyor-supporting frame that is pivoted to the vehicle structure by the shaft 20. A conveyor roller 23 is suitably journeled in the forward ends of these longitudinal members 2|, and a takeup mechanism 24 is provided. The walls I2 are suitably secured to the longitudinal elements 2|, and are provided at their top edges with aframe 25. The entire foirward structure, of which the elements 2| constitute the main support, and which includes the forward portion of the movable conveyor structure, is capable of vertical swinging about the shaft 20 from a position in approximate planar extension of the fixed rearward structure. The

ment between them and the walls I0 of the cargo space. When the forward conveyor structure is inclined upwardly, the guide members I6 overlying the side chains |'I of the conveyor serve to retain the chains and cross-bars forming the rearward portion of the conveyor in proper at position at the bottom ofthe cargo space of the vehicle. At the rear of the vehicle, the 'conveyor chains I'I pass over a power roller 26, so that the conveyor is in one continuous length a portion of which is swingingly adjustable with respect to another xed portion, the moving structure of the conveyor being driven as a unit; in any position of the adjustable portion.

` As indicated above, the longitudinal members 2 are extended substantially throughout the entire length of the vehicle and to a point spaced in advance of the forward cross member 3 and the front wheels 5. The forward ends of these longitudinal elements 2 are connected by a transverse member 21 which is, as indicated in Fig. III, preferably of a shoe-like configuration in cross section. Invthe lowered horizontal position of the forward conveyor structure such structure, being narrower than the true body structure of the vehicle, lies between the longitudinal members 2.

In order to control the position of the forward structure, and thereby adjust the height of the delivery point of the conveyor, lifting means are provided. Advantageously, these lifting means may 'be in the form of hydraulic cylinder asseml- A blies 28, one of which is arranged upon each side of the vehicle, and the lower ends of which are pivoted to the respective longitudinal elements 2. The upper ends of these hydraulic cylinder assemblies 28 are pivoted in supporting relation to the side walls I2, adjacent the upper edges of such walls, and preferably in supporting relation to the frames 25.

forward frame structure 2| is bent at its point A'I'he operators station is supported' upon one of the longitudinal elements 2 upon one side of the structure that forms the throat I I and within the recessed area provided by the difference in widths between the said structure andthe outer limits of the side walls 'I. The operatorfs stationI comprises a vertical side plate 29 arranged alongside and parallel to one ofthe walls I2.

Plates 30, 3| and 32 are mounted to extend transversely from the plate 29, and these plates are shaped to provide back rests and seats facing in opposite directions recliningly to support the operator. Al driving-motor control 33 is mounted upon the plate 29 midway between the plates 30 and 3| and in a position to be readily grasped and operated by an operator seated upon either of the plates, 30 or 3 I Approximately midway between the vertical portions of the plates 30 and 3| is a series of controlling levers 34, by means of which hydraulic controls for the brakes, the steering, and thelifting cylinders 28 are operated. These levers are arranged in va row that is substantially parallel to the longitudinalaxis of the vehicle and they are spaced outward from the plate 29 at a point substantially midway the Width of the plates 30 sition for the operator, regardless of the direction in which he is facing.

By reason of the use of hydraulic controls which require a very small amount of motion for operation to apply relatively great power, the very low ceilings underY which a vehicle of this type is used do not interfere with the proper manipulation of the controls, and cramped space does not interfere with absolute and accurate control oi the vehicle as it does when more conventional types ofd control, such as a steering wheel and pedals, are used. It will be noted also that the arrangement of the operators station is' such that the operator may extend his head either above the car or to the side. vAn additional feature of the control arrangement is that the levers 84 are of such limited vertical extent that the operator may enter o r leave the stationvery readily and quickly by swinging inner leg over their tops.

The drive for the vehicle is arranged in substantial conformity with the disclosure of application of Arthur L. Lee,` Serial No. 383,329, flied March 14, 1941, and comprises driving motors 3l, one of which is mounted on each side of the vehicle for driving, respectively, the wheels upon that side of the vehicle. The drive is accomplished through gear reductions 3l and a system of shafts and universal points 31. 'I'he wheels 5 and l are all arranged for steering movement, being pivoted for such movement by spindle structures 88. Power take-oil! shafting and gearing It is arranged to drive each wheel from the longitudinal shafting system 31. The conveyor belt l5 is driven by a motor 40 mounted on the side of the car adjacent the rear end, and through a gearing system 4i driving the power roller 26 about which the conveyor is trained.

The operation of the motors 35 is controlled by power-controller 33 at the operators station. 'I'he braking, steering, and elevation of the forward portion of the conveyor are all controlled by a hydraulic system. 'I'his system is shown in Figs. VI and VII, wherein the numeral 43 indicates a motor mounted at the side of the car a bell crank is connected to the corresponding arm BI of an identical bell crank Il that is pivoted' at il to the element 2 in opposite arrangement to the crank Il. The arm 0| of the bell crank Bil,

. which arm corresponds tothe arm 54 of the bell crank Il. by reason of the interconnection of the bell cranks and their mounting, is moved by the rod I3. Drag links 62 and 83 are respectively connected to the arms 54 and 6| of the two bell cranks and are extended longitudinally of the vehicle and connected respectively with steering arms I4 of the front wheels I and rear wheels 6.

Referring particularly to Fig. X, it will be seen that the wheel mounting is such that there is a supporting housing 0I rigidly secured to the frame structure of the vehicle and which is extended in fixed right angular relation to the longitudinal axis of the vehicle. The wheel is mounted for steering movement about a iixed point 6B of the fixed housing 6l, the wheel being carried by an anguiarly movablehousing structure 6l that is pivoted` to the housing 65, as disclosed in detail in application Serial No. 383,329. The steering and arranged through a gearing 44 to drive an hydraulic pump 45. 'I'he pump 45 -draws iluid from a'reservoir tank 4l and, by means of a pressure pipe line 41. delivers the iluid to an hydraulic control valve assembiy 48. From the valve assembly 48 an operating pipe line 49 leads to the hydraulic cylinders!! by means of which the forward conveyor structure is elevated. Steering of the vehicle is accomplished by steering cylinder S0, mounted upon the side of the vehicle. Operating pipe lines 5I and 52 lead from the valve assembly 4l to the cylinder 50 which they enter upon opposite sides of the piston within the cylinder so that delivery of pressure iiuid through one of the pipes moves the is so arranged that there is an automatic differentiation of steering angles of the wheels located on opposite sides of the vehicle. Referring particularly to Figs. VIII and IX, the piston rod Il is connected to one arm 64 of a bell crank II which is pivoted at 56 to a longitudinal element 2 of the vehicle. The other arm Il of this a pipe line '13.

arm is connected with the pivoted wheel housing structure 61 so that angular movement of the arm under the impulse of the drag link 62 results in angular motion of the wheel structure about the point 68 and, consequently, in steering adjustment of the wheel. The arm 64 is arranged at right angles to the line of travel of the wheels.

In order to provide for steering of the wheels- `A transverse radius rod Bil` connects the arm 68 with asimilar arm I0 of the opposite wheel assembly, which latter assembly duplicates the one just described except for the absence of a drag link steering connection. The arm 'I0 is arranged in an inward angular relation to its assembly similar Vto that of the arm 68. By reason of the opposite angular arrangement of the inwardly extending interconnected arms 68 and 10. their arcuate travel, incidental to their steering movement, is differential. 'I'hus movement of the arm 68 from its full line position to its dotted line position in Fig. VIII, an arcuate travel ofV 25, will result in an arcuate travel of only 19' by the arm 10. Consequently, turning of the opposite wheels will be dierential to compensate for the different radii of the arcs that they respectively travel upon. The differential ratio varies correctly according to the direction of turning, so that the inside wheel is steered at a sharper angle than is the outside wheel. i

The steering mechanisms at the two ends of the vehicle are identical and, by reason of the identical character and operation of the bell cranks 55 and 59. any steering adjustment of the wheels at one end of the vehicle is duplicated by the wheels at the other end of the vehicle.

Braking of the vehicle is accomplished by brake assemblies 1i, assembled with the power drive from the motors 35. `These braking assemblies are operated by iluid pressure cylinders 1.2.

and are connected with the valve assembly 48 by Delivery of fluid underpressure tothe various pipe lines-is controlled by independent delivery valves within the assembly 48, these valves being of such character that when they are open to vthe respective pipe lines, pressure iluid is delivered from the supply line 41 to the respective delivery lines, while closing of the valves results 5 of duid to the delivery pipe lines is accomplished by the control levers 34 atthe operators station.

Electric power for the operation of the various motors of the vehicle is supplied by a cable that is wound on a reel 16 mounted beside the narrow forward structure of the vehicle on the 1 5 motor 43, pump 44,and reservoir 45, and the 20 steering cylinder Sli-is mounted under the tapering side walls 1 of the main cargo portion of the vehicle, so that this mechanism is contained within the outermost dimensions of the vehicle.

' Upon the opposite side of the vehicle and under 25 the inclined side walls 1 is an electric control system enclosedV ina casing 42. I'his system contains the necessary relays and other equipment.

As indicated in the preliminary portion of the specication, the vehicle above described is useful in low-seam mine work. The vehicle is shown in Figs. I and I1 with its forward assembly in lowered position, in which condition the vehicle is run into the low-seam rooms and loaded. It is then driven to a point of delivery which `desir 35 ably may be a conveyor system such as the belt conveyonindicated at 63 in Fig. III. For delivery to such belt conveyor the forward assembly of the vehicle is raised to a suilicient height to deliver to the surface of the belt, as shown in 40 Fig. III.

` Although the vehicle'is disclosed as being used with a belt conveyor, it will be readily appreciated that it is not limited to such use. There is no rigid krestriction to the angular adjustment of the forward portion of the vehicle to adjust the height4 to which it delivers its cargo. Such Langular adjustment will, however, be practically limited by the limitations inherent in application of a. delivery conveyor to a mine haulage vehicle. In this connection it is to be understood that the hinged conveyor assembly herein disclosed in a vehicle which is highly specialized in structure to .the end of height limitation, has utility in and without substantial departure from its structural incorporation as herein shown, may be incorporated in a generally similar mine haulage vehicle of what may be considered normal height, such as the mine haulage vehicle disclosed in the application of Arthur L. Lee," Serial No. 383,331, C0

led March 14, 1941.

The use of hydraulic controls in a vehicle o this kind is peculiarly eiective. It permits adequate operation .by very small movements of the operating controls, so that cramped space can- G5 not interfere with the management of the car. The use of hydraulic steering also prevents injury to the operator by bucking of a mechanical steering control, which has proved to be a very serious source of danger in mechanically steered vehicles of this type, due principally to the uneven character of mine floors and the presence of obstructions of considerable size. hidden by the thick bed of dust that normally is present in mines. The hydraulic control also permits powerful control of the braking and steering without requiring the exertion of a' great deal of strength by the operator;v 'I'his is important in a vehicle purposed to operate in low-seam coal, in which the position and movements of the operator of the vehicle are restricted severely by the scant headroom existing for operations.

Together with the hydraulic system for steering and braking and the system of steering linkage, the u'se of independent drives for the wheels v upon opposite sides of the vehicle contributesY to the compact nature of the'v'ehicle whereby adequate and proper control is accomplished within the very conned spaces available in a vehicle of this nature. The arrangement of the respective longitudinal drive shafts upon opposite sides of the car,reduces to a minimum the space that is necessary to accomplish driving. The provision' of a single steering cylinder andra steering linkagealong one side of the car, together with a transverse radius rod at each wheel assembly, also contributes to the simplicity that permits arrangement of all operating mechanism in a minimum space. Therefore, the primary object of the invention, which is the provision of a vehicle having adequate capacity within extremely limited overall height, is accomplished by cooperation of the various elements that have been described.

We claim as our invention: A

1. In a car `:for coal mine haulage having Va wheel-mounted body, a continuous conveyor forming the bottom of the body, and a transverse member supporting the body and arranged below the center of the wheels; a forward conveyorsupporting iframe extended over the cross member, a rear conveyor-supporting'frame located to the rear of the cross member, the' said rear frame beingrigidly mounted in the car structure in a substantially horizontal position and at a low level relative to the car, the forward frame being movable about a horizontal pivot point located to .the rear of the cross member from a lower position in approximate planar extension of the rear frame to a raised position extended angularly upward from the plane of the rear frame, the said forward frame having in the region of its crossi ing of the transverse member a longitudinally bent conguration to provide clearance for the cross memberY when the forward frame is in its lower position.

2. In a car for coal mine haulage a wheelmounted body outwardlyiiared from a longitunected with the vehicle wheels, the said driving means and connections lying within the outward flare of the said body on both sides thereof, and a hydraulic pressure system organized for steering said vehicle and including a pressure cylinder lying Within the outward i'lare of the body at one side thereof. y

ElNAR M. ARENTZEN.

ARTHUR L LEE. 

